Cast frame for railway rolling stock



Nov. 1-9, 1929.- N. LQNAR'D 133mm CAST FRAME FOR RAILWAY ROLLING STOCK Filed Aug. 16, 1928 8 Sheets-Sheet l JV/A Nov. 19, 1929. N LEONARD 1,735,973

CAST FRAME FOR RAILWAY ROLLING STOCK Filed Aug- 16, 1928 8 Sheets-Sheet 2 Nov. 19, 1929. N. LEONARD CAST FRAME FOR RAILWAY R OLLING STOCK 8 Sheets-Sheet Fig.5.

.1""J1 /AW;

Nov. 19, 192% N. LEONARD 1,735,971

FRAME FOR RAILWAY ROLLING STOCK Filed Aug. 16. 1928 8 Sheets-Sheet 4 Fig 5.

9, 1929. N. LEONARD 1,735,971

CAST FRAME FOR RAILWAY ROLLING STOCK Filed Aug. 16, 1928 s Sheets-Sheet 5 Nov. 19, 1929. N. LEONARD CAST FRAME FOR RAILWAY ROLLING STOCK Filed Aug. 16, 1928 8 Sheets-Sheet Nev. 19, 1929. N. LEONARD 1,735,971

CAST FRAME FOR RAILWAY ROLLING STOCK- Filed. Aug. 15, 1928 s Sheets-Sheet '7 Nov. 19, 1929. N. LEONARD ,CAST FRAME FOR RAILWAY ROLLING. STOCK Filed Aug. 16. 1928 8 Sheets-Sheet seen navilaiaaa e Application flied August 16, 192s,' Serial no.

My invention relates to castings of large dimensions and particularly frames for ra11-' lugs 2, 2 ,-and thus involving transverse in.

tersections 3 3, the molding sand between the lugs 2 '2 offers a considerable resistance at the instant of solidification of the metal. Such solidification entails in fact a shrinkage of millimetres per metre, that is to say 20 that the lugs 2 2 if they were separated by one metre at the instant of pouring, are 10- catcd a distance of only .980 metre apart after the solidification of the metal.

he sand. compre sed between the lugs,

: exerts therefore forces in the directions P,

'1 against the lugs at an instant when the transverse intersections- 3 3 having much larger thicknesses oihrnetal still comprise metal more or less pasty, i.e. not yet solidified.

30 Such metal cannot therefore resist the molecular tensions of the other already cooled and solidified parts of the casting 1, nor the pressure exerted on the lugs by the forces P P of the compressed sand. Cracks or rents therefore arise at the transverse intersections large dimensions, the shrinkage of the metal of such small longitudinal auxiliary parti-- tion being negligible and in consequence occasionmg neither cracks nor rents.

The invention -relates alsoto a casting of p Figs'lan dL2,arerespectivel oas'r FRAME ron RAILWAY ROLLING-I sm g zeaasr, and i -moenovem rai, ream:

large dimensionsthe feature of whichis that the supports or other similar accessories cast integral therewith are hollow, by the proision ofa core during casting, which enables as far as'(possible the regulation of the thickmesses-an of rents orcracks in rnensi'onsg'jv The invention hereinafter ap lications-K nEsTon monann, or mma-{mince also-involvesi -other features 1 described; and to -the1r, var1ous asting's according t5 the easier aie' i1- lustrated byway of eXampleon' thelaccom and transverse section of a--portion of acast-1 in Produced by the'old methodfiif a lg? is a n t a i0n ofa portion of a casting of large dimensions according to the inventlon, and g i Fig. 4 IS a transverse section of suchcasting.

Fig. 3 is a longitudinal section ofa casting according to a modification of the invention, and v I Fig. 4 is a transverse section of such casting along the line i -4:" of Fig. 3". Figs. 3 and 4 correspond to, another modification ofthe invention, Fig. 4 being a horizontal section along the line 44 of Fig. 3,and Fig. 5" is a vertical transverse section of such casting along the'line 5 of Fig. 3. Figs. 5 and 5 are respectivel a plan partly in section and elevation of a rame for railway rolling stock according to the invention,

Figures 6 and 6 are elevations of end portions of the frame, respectively.

Fig. 7 is a section on the line 77 of Fig. 5. Figs. 8 and 8 are sections on the lines 8-8 and 88, respectively, of ,Figs. 5 and 5, respectively. p 4

Fig. 9 is a fragmentary transverse section of the frame along the line 9-9 of Fig; 5.

Fig. 10 is an elevation of a support for the suspension rod of a brake shoe of, the above I .frame, such support being" carried by an end transverse member,

Fig, 11 is a vertical section of such support along the line 1 1 -'11 0t Fig. 10, and

V 55' avoids any;intersection'provocative 3 the casting of large 1d1- 60 small longitudinal auxilia Fig.12 is a horizontal section of the same 3 support along the line 1212 of-Fig. 11- Fig. 13 is a horizontal section of the tran's- 1 Fig. 18 is a section of thes parts along line 18-18 of Fig. 16.

Figs. 19 and 20 are respectively a sectioiial plan and an. elevation of. a support for the sus ension springs, c

- 21 is a'vertical section of such support the line 21-21-of Fig. 20, and "Fig. 22 is a horizontal section of such support along the line 2222.of Fig. 21. Fig.23 shows in side elevation a support for a brake rod not shown in the general view and are two sections of such support respectively along the lines 24-.24

and 25-25 of Fi 23. v Figs. 26 and are respectively-"an elevaso tion and a-plan of a-support for a shock absorberspring,'and- Fi 28 is a section of such support along the lme 28-28 of Fig. 26. Figs. 29 and 30 are respectively a plan and 85 an elevation of a support for a brake shoe suspension rod, such support being provided on the intermediate transverse member of the frame, and

Fig. 31 is a vertical section-of such support 40 alcng the line 31-31 of Fig. 29.

e castin 1 of large dimensions (Figs. 3 and 4) 0 channel cross section has two lugs 2 2 for the articulation of any appropriate accessory member. These lugs are .45 produced in casting with auxiliary partitions 7. of small dimensions, these artitions which extend longitudinally an parallel withthe web of the casting 1 join on to the flanges 1 1 of the casting 1 along the longitudinal surfaces 11 11*.

The shrinkage of the metal of these small lon 'tudinal auxiliary partitions 7 7 is negligible and in consequence produces neither cracks nor rents. The web of the casting 1 thus remains without an intersection and therefore is of unimpaire uniformlfloreover the lugs 2 2 are supported no longer on the web of the casting, but on the partition 7 7 Therefore, the pressure wit stood by the lugs acts, relatively to their base of attachment, with a far lesser leverage than in castings hitherto wherein the lug intersects the web 05 itself of the casting of large dimensions and acts on a region wherein the quality of the metal is doubtful.

The longitudinal auxiliary partition? offers a resistance to tearingofi far greater than if the lugs 2 2 were joined transversely to the casting'l of large dimensions.

- Finally, all the auxiliary partitions (7, 7 I

being longitudinal exert only a much reduced pressure for compressin I the, sand of the mould; in consequence these partitions are subjected on the art of the mass of sand only to reactions too eeble to producecracks and rents.

The invention applies to the preceding arrangements whatever be the shape of the casting 1 of large'dimensions; in articular the casting 1 instead of being of c annel profile as shown in'Figs. 3* and 1, may also be a piece of rectangular section. In that case, the small longitudinal auxiliary partition 7 is provided with one or several longitudinal flanges 7, 7 which join on to the casting of large dimensions in such a manner as to constitute a profiled cross section.

The advantages of this arrangement are similar to those of the arrangement shown in Figs. 3 and 4" for the same reasons.

' n the-modification illustrated in Figs. 3, 4 and 5", the casting 1 of large dimensions presents a'bracket 35 with a lug 36 for bold mg a spring for example. This bracket cast with the casting 1 of large dimensions is hollow, the interior of the bracket being recessed by providing a core during casting. 1:1?0011- sequence suchbracket has a proximately the same thickness as the web 0 the longitudinal member; there is therefore no danger of cracks or rents being produced at the base of the bracket, since there is no intersection.

The invention applies to castings of lar e dimensions as above described, whatever he the nature of such castings; such castings can be formarine, building or other construc tional purposes. 1

However, the invention extends also to the application of the above arrangements to cast steel frames for railway rolling stock, such arrangements in such application presentin particular advantages with a view to strengt to .withstand the violent shocks to which at times such frames are subjected and with a view to lightness of such frames, which enables their dead weight to be reduced and the desired degree of flexibility to be imparted to them. It is assumed that the frame of Figs. 5 to 9 comprises a number of accessory members formed by casting with the frame according to the invention. 7

Figs. 10 to 12 show first asup ort 5 for a brake -shoe suspension rod. Such a support is formed on the end transverse members 6, 6 of the frame, in'proximity to each corner of the frame (Fig. 5), four suchsupports being carried by the frame. Each support .5 consists of two cars 5, 5 formed by casting with a small longitudinal partition 77 parallel to the web of the respective end transverse member 6, the ends of this small partition mer ing along the longitudinal lines 11, 11 into t e anges 10 of the channel section end-transverse member 6. This disposition of the small longitudinal partition 77 ensures the advantages explained already with the aid of Figs. 3 and 4, these advantages being particularly emphasized in the case of the bogie frame by reason of the shocks and vibrations to which it is subjected.

Figs. 13 to show the application of the invention to a transverse member supporting the brake beams and belonging to an end transverse member Gf, 6. The lon 'tudinal member 20 for the brake beam, which has a T cross section (Fig. 15), joinsby its upper face to the flange 10 of the end transverse member 6 and by'its web to a small lon 'tudinal auxiliary partition 22 joined itsel along the horizontal lines 23 23' to the flanges 10 10 of the transverse member' 6. Thus an arrangement quite similar to those of Figs. 10 and 12 is arrived at, the web of the transverse member '6 always being without any intersection.

The arrangement shown in Figs. 13 and 15 and effecting the joint between a longitudinal member 20 supporting the brake beam and an end transverse member 6 is also employed in the joint between such brake.

beam longitudinal member and the intermediate transverse member 26 (Figs. 16 to 18).

The auxiliary partition22 with reinforcing rib 22 again joins along longitudinal horizontal lines 23 23 the flanges 26 26" of the middle transverse member 26, which again ensures the suppression of any intersection on the web of such middle transverse member 26.

Figs. 19 to 22 illustrate the application of the invention to a support for the suspension springs. The cup 28 against which the shock absorber spring bears is offset relatively to the longitudinal member 1 of the frame and joined to such longitudinal member 1, on the one hand first by a small elbowed auxiliary partition 30 joining the flange 1 along a longitudinal horizontal line 31 and on the other hand by a second auxiliary partition 33 which also joins the flange 1 along the line of junction of such flange with the ,web of the longitudinal member 1. However, in this case because of the oil-set of the cup 28 relatively to the longitudinal member 1, two very closely mutually adjacent ribs or brackets 32 32 connect the cup 28 to the web of the longitudinal member 1.

Figs. 23 to 25 illustrate a support for a brake rod comprising two cheeks 40 which carry the pivot bushing 41 for the rod and which join the end transverse member 6 of the frame through the intermediary a balancing sprin which is connected to the longitudinal member 1 by the intermediary of an auxiliary partition joined to such longitudinal member along two horizontal lines 46 46 which again avoids any transyerse intersection on the longitudinal mem- The frame of Figs. 5 to 7 include also stop brackets 35 for suspension springs, these brackets bein hollow and formed in casting,

with-the longitudinal member 1 of the frame, as has been explained in detail with the aid of Fi 3 4 and 5". e frame also-has (Figs. 29 to 31) a sliport 12 for a brake shoe suspension rod,

ormed on an intermediate transverse member 17 of the frame. This support comprises two ears 12 12 formed in casting with a hollow body 13, itself formed in casting with a small longitudinal auxiliary partition 14. This auxi iary partition joins alon longitudinal lines 15, 15 the flanges 17 1 of the intermediate transverse member 17 of the frame. Thus in one entity is produced, on the one hand the arrangement according to Figs. 3 and 4 (small longitudinal auxiliarypartition) and on the other hand the arrangement accordingtoFigsfi", 4 and 5" (hollow empty support). Thus in a quite com lete manner any. intersection on the web of e'transverse member i'lxand any risk of rents or cracks are avoided.

Claims:

1. .A-casting of large dimensions in which lugs are produced by casting with a longitudinal auxiliary partition of small dimensions joining flanges of the casting of large dimensions, the shrinkage of the metal of such longitudinal auxiliary partition being negligible and in consequence producing no cracks or casting of large dimensions tending to rents or cracks.

4. A casting as set forth in claim'l, constituting a frame for railway rolhngstock.

5. A casting constitutin a frame for railway rolling stock, in whic the supports for the suspensibn springs of the frame, the stop brackets for the suspension springs, the. at-

tachment supports for the brake shoe suspension rods on end and intermediate transverse members, the suspension supportsfor the balancing springs, the suspension supports for-the vertical rocking beams, the sup- 5 ports for the slides of the operating rod of the vertical rocking beams or the transverse member supporting the brake beams or several of the elements are joined tovthe longitudinal members or end transverse members 10 of the frame. i

. In testimon'y whereof I have aflixed my signature.

NESTOR LEONARD. 

